Locomotive exhaust-pipe.



Patented Sept. 26, I899.

WJA. BUCKBEE.

LOGOMUTIVE EXHAUST PIPE.

A iimmn mm Ap (No Model.)

, Inventor. I y v A4,

UNITED STATES PATENT Fries.

WILLIAM A. BUCKBEE, OF RENSSELAER, NEIV YORK.

LOCOMOTll/E EXHAUST-Pl P E.

SPECIFICATION forming part of Letters PatentNo. 633,566, dated September26, 1899.

Application filed April 29, 1899. Serial No. 715,000. (No model.)

To a]! when it In/r15 concern:

Be it known that I, \VILLIAM A. BUCKBEE, a citizen of the United States,residing at Rensselaer, in the county of Rensselaer and State of NewYork, have invented new and usefulIm prove ments in Locomotive Exhaust-1ipes,of which the following is a specification.

My invention relates to exhaust-pipes of locomotives and for producing acontinuous vacuum in the smoke-arch and smoke-stack for inducing a draftthrough the burning fuel in thefire-box of the locomotive and the duesof the boiler and thence out through the smoke-stack; and it consists inthe novel devices and novel combinations of parts and devices hereinshown and described,and more particularly pointed out in the claims; andit is designed more particularly for use in the class known assingle-cylinder compound locomotives.

The objects and advantages of the invention will be fully understoodfrom the followin g description when taken in connection with theannexed drawings, in which Figure 1 is a plan of the invention, taken atline 1 in Fig. Fig. 2 is a sectional elevation illustrating theinvention. Fig. 3 is a plan of the exhaust tip or nozzle of theexhaust-pipe on an enlarged scale. Fig. 4 is a View of the same insection, and Fig. 5 is a view in section illustrating a modification.

Similar letters of reference refer to similar parts throughout theseveral views.

In the drawings, A is the crown-plate of the smoke-arch of thelocomotive, and a is the smoke-arch chamber. B is the smoke-stack of anysuitable construction. 0 is the hood communicating from the smoke-archchamher to the smokestack, and D is the exhaustpipe leading from theexhaust-chambers of the cylinders (not shown) of the locomotive. Allthese above-mentioned parts and devices are so well known that aparticular description of the same is unnecessary.

F is an exhaust tip or nozzle of the exhaustpipe D, which discharges theexhaust-steam from the cylinders of the engine into the smoke-arch at apoint below the Smokestack and relatively central in the same.Heretofore this exhaust tip or nozzle portion of the exhaust-pipe wasmade with a throat having its inner vertical lines of side of the sameabout parallel or slightly tapering inwardly as they were extendedupwardly to the discharge-mouth of said tip or nozzle, so that theexhaust-steam from the cylinders escaping from the same into saidexhaust-pipe was when discharged from the latter in condition of hightemperature and expansive force, so that when entering the hooddepending from the lower end of the smoke-stack and the stack itself thevolume of the exhaust-steam would quickly expand to such an extent as tofill the cham ber of the stack in its area of opening in about a uniformdegree of density and move upwardly with great velocity through thestack to its discharge therefrom, and thereby operate as an elasticpiston moved by expansive force of the exhaust-steam through the entirelength of the stack and operating to induce a vacuum or a strong suctionon the hot gaseous products evolved in the fire-box by combustion offuel therein which passes successively into the smokeflues of theboiler, the smoke-arch, and hood, thus inducing strong sharp drafts ofair into the burning fuel from below the grate, while at the same timethe natural pressure of the outer atmosphere is being met by thereacting force of the exhaust-steam resisting this atmospheric pressure.

In simple engines of locomotives there occur four discharges of theexhaust-steam to one revolution of the wheels, so that in the time ofeach revolution of the same the exhaust-steam discharges are made insuch c'lose successions as to be about or nearly continuous. .Insingle-cylinder compound engines of locomotives there are only twodischarges of exhaust-steam at each revolution of the drive-wheels,andconsequently the discharges are made relatively at longer intervals andafter the exhaust-steam has become low in temperature and reduced in itsexpansive force as compared to the temperature and expansive force ofexhaust-steam from simpleengine cylinders, and by reason of this lessnumber of discharges of exhaust-steam at lower temperature and with lessexpansive force from single-cylinder compound-engine locomotives thisclass of locomotives have failed to make steam as fast and in quantityas they should do for keeping up speed and hauling heavy loads as isnecessary for making schedule time on roads in passenger and freightservice. I have discovered that the cause of this failure to make steamrapidly and in ample volume in this class of locomotives arises from thelow expansive force of the exhaust-steam at the time of its dischargefrom the discharge-openings of the exhaust pipe or column as heretoforeprovided for effecting either a direct straight vertical discharge or aflaring discharge into the chamber of the smoke-arch communicating withthe flue of the smoke-stack. Although these old forms ofdischarge-openings of the exhaust-pipe are adapted to effect goodresults for stimulating the draft in the old class of simple-cylinderengines from the furnacegrate to the discharge end of the smoke-stack,because the exhaust-steam from simple highpressure cylinders is of hightemperature and great expansive force when being discharged from theexhaust-pipe, yet these old forms of discharge-openings of theexhaust-pipe entirely fail to stimulate the draft in compoundenginelocomotives from the furnace-grate to the discharge end of theSmokestack, because the discharged steam from the high-pressu recylinder of compound locomotive-engines is reduced in its expansiveforce first in its passage through the receiver and next in its passagethrough the low-pressure cylinder. 1 have also discovered that theexpansive force of exhaust-steam from the low-pressure cyl inders ofcompound engines of locomotives may be increased in its expansive energyat its point of discharge from the tip or nozzle of the exhaust-pipe bya mechanical contraction of the volume of exhaust-steam at a pointbetween the discharge end of the chamber of the exhaust-pipe and thedischarge end of the tip or nozzle of that pipe to an area a littlegreater or less than one-half of that volume of the exhaust-steam whendischarging from the upper end of the chamber of the exhaust-pipe andthat by mechanically controlling the expansion of this contracted volumeof exhaust-steam in its passage from its point of greatest contractionin the nozzle or tip to the intake or lower end of the smoke-stack theentire volume of each exhaust discharge may be made to fill the fine ofthe smoke-stack in its cross-area so completely and uniformly as tocause this exhaust-steam to operate as an upwardly-moving elastic pistonwhich is adapted to drive the atmosphere before it out of the stack, andthereby efiect a partial vacuum between the furnace-grate and thedischarge end of the smoke-stack, so that the draft of the locomotivewill be stimulated for drawing the gaseous products of combustion fromthe fire-box into the smoke-stack and fresh air into the mass of fuel incombustion in the furnace, and thereby produce a rapid and bestcondition of combustion for developing in furnace a high degree oftemperature for rapidly generating and uniformly maintaining anamplecontrol the expansion of the exhaust-steam in its discharge andupward passage that it may directly enter into the fine of thesmokestack without meeting any material resistance and fill the same inits entire cross-sectional area from the time of its start to its finishof passage to and through said flue. This exhaust-nozzle F may be madeof anysuitable metal and with size and proportions of essential parts orelements as may be found to be suitable for use with exhaust-pipes andsmoke-stacks as locomotives differing in size and hauling capacities mayrequire. It is preferably made with a vertical length about equal toone-half (more or less) of the diameter of the chamber of theexhaust-pipe D at the point of connection of the former with the latter,and comprises the steam-contracting chamber F, located in its lower-halfportion, and the outwardly-flaring chamber F contained in the upper-halfportion, and the throat F intermediate between said two chambers F F. Mygeneral practice in proportioning the said two chambers F F and throatof this nozzle has been to make the steam-contracting chamber F with alength of vertical extension from the plane of its lower end or bottomto the throat F about twice that of the vertical extension of theflaring upper chamber F and making the diameter of the throat 15 such asto produce an area of opening equal to about one-half the area of thesaid steam-contracting chamber at its lower or bottom end, where itconnects with the chamber of the exhaust-pipe D, so as to adapt thissteam-contracting chamber F to contract the volume of discharge exhaustat its point of passage through the throat F to one-half the areait hadwhen first entering the said steam contracting chamber from the chamberof the exhaustpipe D. The angles of the inclination of the innerside-wall surfaces f of chamber F and f of chamber F are shown to bemade about or nearly the same and are in reversed directions from thethroat F These relative proportions may be varied as circumstances mayrequire. This nozzle F, embodying the said chambers F F and throat F maybe connected with the upper end of the exhaustpipe D by making itintegral with the latter or by mounting it on the upper end of said pipeand securing it thereto by any suitable means, yet I at present preferto em ploy flanges d (1 and bolts 61*, as shown, for making a secureconnection of this nozzle to said pipe. When connected with saidexhaustpipe, this nozzle is to be so located in relation to the intakeend of the flue of the smoketsetse stack 13 that the vertical axial lineof the nozzle may be about coincident with that of said intake of thesmoke-stack flue, while at the same time this nozzle is arranged belowthe plane of the lower end of the smokestack, so that if the lines ofthe inclination of the circular inner side surface-walls f were extendedupwardly and outwardly, as indicated by dotted lides in Fig. 2, theywould touch the circumferential line of the flue of the smoke-stackatits point of intake, as also illustrated in same figure. When located,arranged, and secured as described, this steam-controllingexhaust-discharge nozzle F will be relatively about central to thechamber of the hood 0, generally provided, depending below the lower endof the smokestack and having its lower end rim concentric to the upperend rim of the chamber F of the nozzle and so distant all aroundtherefrom as to produce between said hood and nozzle an unobstructedcircular form of smokeint-ake opening G, having an area solarge as tofreely admit the products of combustion being drawn into the said hoodand thence be drawn into the flue of the smoke-stack by the draftinduced by the exhaust discharges from this nozzle F acting as pistonsmoving upward through the said flue and producing a partial vacuum intowhich the smoke and cinders may be freely drawn at the time the naturaloutside atmosphere is'being prevented entering into the smoke-stack fromabove.

Although the steam-contractin g chamber F is shown to be made in thedetachable nozzle F, yet the spirit of my invention will not be departedfrom should a similar form of chamher be formed in the exhaust-pipe Ditself and be wholly omitted from said nozzle, in which case the throatF will be in situation at or near the plane of the upper end of the saidexhaust-pipe, when a like contraction of the volume of exhaust-steamwill be effected in the same manner by throat F and then be allowed bythe walls of the flaring chamber F to expand uniformly all around to adiameter corresponding to that of the flue of the smoke-stack and moveupward through the same and operate as a piston for inducing a suitabledraft for stimulating the combustion of the fuel. As this modification(not shown in the drawings) does notinvolve any invention or effect anydifferent change of operation or result, it will be understood that insome cases a steam-contracting chamber operating as chamber F in nozzleF may be made in the body of theexhaust-pipe, while the flaringdischarge-chamber F by its walls starting from the throat F will operateto control the circumference of expansion of the exhaust-steam the sameas above described.

In Fig. 5 is shown a throat (marked F havmg an extension of lengthgreater than the throat F (shown in Fig. 4,) which may be found to be ofadvantage when the axial line of the exhaust-pipe, to which the nozzlemay be applied, is not exactlyin line with that of the flue of the smoke-stack which is to receive the exhaust discharges.

By employment of this invention in locomotives having compound enginesthere may be produced' a draft uniformly steady and soft, yetsufficiently strong for furnishing an ample supply of fresh air forsupporting combustion of fuel in the furnace without lifting the finerportions thereof and for drawing the hot products of combustion at arate of movement through the boiler-fines which may be most advantageousfor permitting the fines to absorb heat and transmit it to the water inthe boiler for generating the steam required, and thereby effect asaving of a very 1. Au exhaust-steam-discharge tip or nozzle havingcentral in it a throat which is adapted to contract as described thearea of the volume of exhaust-steam passing into it from a largerchamber below, and also having a chambered discharge-mouth formed byoutwardly-flaring side walls whichare extended from said throat onunbroken lines of like inclination so as to adapt said walls to controlthe angle of expansion of the contracted volume of exhaust-steam afterits passage from said throat, substantially as and for the purposes setforth.

2. An exhaust-steam discharge tip or nozzle having in its lower-halfportion an exhauststeam-contra'cting chamber and in its upperhalfportion an outwardly-flaring dischargechamber which is formed by wallshaving their inner side surfaces extended flaringly in like lines ofunbroken inclination as described, and having between said two chambersa throat-opening of area about one-half of that of the lower end of thesaid steam-contracting chamber, the tip or nozzle being adapted to bearranged in a line below the.

intake end of a smoke-stack flue and be securely connected with theupper end of an exhaust-steam pipe or column, substantially as and forthe purposes set forth.

In a compound-engine locomotive the combination with the flue, of itssmoke stack or pipe, of an exhaust-pipe arranged in line relativelycentral with said fine and below the same and having connected with itsupper end an exhaust-steam-discharging nozzle or tip which is providedwith a steam-contracting chamber adapted to receive exhauststeamdischarges from the cylinders of said locomotive, and having athroat-opening, at the upper end of said steam-contracting chamber, ofarea, described, as compared with thearea of said steam-contractin gchamber at the 4. In a compound-engine locomotive, the

combination with the fine of its smoke stack or pipe and an exhaust-pipearranged below said fine and relatively central thereto, of thedischarge nozzle or tip F having in its lowerhalf portion thesteam-contracting chamber F, communicating with the chamber of saidexhaust-pipe, and in its upper-half portion the flaringdischarge-chamber F and the throat-opening F communicating from saidsteam-contracting chamber to said flaring discharge-chamber, the Wallsof said chambers being reversely inclined, the said throat-opening beingof smaller area than the area of the bottom of said steam-contractingchamber and the angle of inclination of the inner side-Wall surfaces fof said flaring discharge-chamber being adapted to control the area ofexpansion of the discharged exhauststeam at the intake of said flue toan area equal to that described by the circumference of said flue,substantially as and for the purpose set forth.

5. In a compound-engine locomotive, the combination with thesmoke-stack, and outwardly-flaring hood pending from the lower end ofsaid stack and concentric to the flue of the same, and an exhaust-pipearranged below the intake end of said flue and central in relation tothe same, of the discharge-nozzle F connected with the upper end of saidexhaust-pipe and having throat F of area described and thedischarge-chamber F having its circumferential wall-surfaces f extendedoutwardly from said throat on lines of inclination adapted to cause theexhaust-steam dis-, charges to expand to a circumference correspondingto that of the intake-opening of the flue of the said smoke-stack andfill the area of the same, and the unobstructed smoke-intake opening Gbetween the lower end rim of said hood and the upper end rim of saidnozzle, substantially as and for the purposes set forth.

\VILLIAM A. BUGKBEE. Witnesses;

ALEX. SELKIRK, CHARLES SELKIRK.

